Air-regulating device for internal-combustion engines



R. ABRAM. AIR REGULATING DEVICE FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED JULY 3, I919- Patented Dec. 20', 1921.

R. ABRAM.

AIR REGULATING DEVICE FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED JULY 3,1919.

Patented Dec. 20, 1921.

2 SHEETS-SHEET 2.

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PATEL OFFICE.

RICHARD ABRAM, OF RIVERSIDE, ILLINOIS.

AIR-REGULATING DEVICE FOR INTERNAL-COMBUSTION ENGINES.

S eoification of Letters Patent. P- tgntgd Deg, 20,1921.

Application filed July 3, 1919. Serial No. 308,643.

To all 'w/wm it may concern:

Be it known that I, RICHARD simmer, a citizen of the United States,residing at Riverside, in the county of Cook and State of Illinois, haveinvented certain new and useful Improvements in i-iir-degulating Devicesfor lnternali.onibustion Engines, of which the following is aspecification.

One of the objects of the invention is to provide an improved air intakeconduit, or device for internal combustion engines.

iinothcr object is to provide an improved automatic valve for regulatingthe air supply, substantially proportional to the speed of the engine.

A more specific object is to provide a valve, responsive to the velocityof air passing through the intake conduit, which is antomatically ope edand closed to vary the mass of air passin into the engine, as itsvelocity tends to be varied, by the changing speed of the engine,thereby maintaining substantially uniform, or constant the velocity ofthe air, under conditions wherein a variable quantity, or mass of air issupplied to the engine, in a given time.

And still another object of the invention is to provide a convenientmeans whereby to vary the thermal temperature of the air supplied to theengine by the disclosed controlling device, easily accessible, withoutdisturbing the automatically operable valve adapted to maintain theconstant velocity;

Other, further and more specific objects of my invention will becomereadily apparent to persons skilled in the art from a consideration ofthe following description when taken in conjunction with the drawings,wherein Figure l is a side elevation of an engine, showing my air inletattachment applied thereto.

Fig. 2 is an enlarged section, taken on line 2-2 of Fig. 1.

Fig. 3 is a side elevation showing parts in section.

Fig. 4 is a plan view of the device looking into the upper end of theair heating stove.

Fig. 5 is a transverse section, taken on line 55 of Fig. 3.

In all the views the same reference characters are employed to indicatesimilar parts.

10 represents an internal combustion engine mounted on an automobile 11,of well known type. 12 is the carburetor connected to the intakemanifold 13. 14 is the exhaust manifold. The manifolds are held inposition by the well known crab or clamp bracket l5, bearing on ears 16,projecting laterally from the respective manifolds. 17 is a foot boardof the automobile and 18 is the dash board, or instrument board.

The device 20 consists of an air conduit made, preferably, in L-shape,having its lower horizontal end 21. connected to the intake orifice ofthe carburetor 12, and its upper vertical end terminating in a stove 22,which partially surrounds the exhaust manifold 14, as more clearly shownin Fig. 2, so that air that is drawn into the conduit20 must pass arounda portion of" the hotexhaust pipe, in substantial intimate contacttherewith, and then pass between the manifold and the outer walls of thestove, as at The stove consists of a part that passes about and underthe lower part of the manifold and spaced awaytherefroin, as at 2%, andanother vertical lip part 25, spaced away from the manifold. as shown at2a, so that the a'r passing into the conduit, through the stove andbetween it and the manifold into the intake of the carburetor, must passnear the hot manifold and become heated thereby before it enters thecarbureter. One of the crabs or clamps 15 are employed for holding theflat lip 25 of the stove, in position in association with the manifold,just as these clamps are used for holding the manifold on the body partof the engine and, therefore, no change of structure is necessary inapplying my device to an engine of well known type.

Located below the stove 22, in the conduit 26, is a valve 27, pivoted,as at 28, controlled by an arm 29 and adapted to close a port 30 in theconduit 26. \Vhen the valve 27 is open, as shown in dotted lines in Fig.2, air will enter the port 30 and not be drawn through the openings 24around the manifold and therefore colder air will be supplied to theengine. When the valve 27 is entirely closed, as shown in full lines inFig. 2, then all of the air supplied to the engine will pass around theexhaust manifold, through the openings 2% supplied by the stove, and drectly into the engine, through the conduit 26, the cold air beingprevented from entering the conduit by the port 30 being ent1rely closedby the valve 27 The arm 29, wh ch controls the valve 27 is connected bya link 31 to a crank arm 32 and to the handle 32 on the inside of theautomobile and support- V This feature of my invention controls thetemperature of the air that enters the engine. The device is, therefore,highly desirable, when starting the engine cold mornings, before theengine becomes sufiiciently heated to entirely volatilize the fuel contained in the charges supplied to the respective cylinders. I

After the engine hasbeen started, then the proportions of hot and coldair may be readily regulated by movement of the handle 32 which movescrank arm 82' and which is connected to the rod carrying the handle 32and to which rod 31 is also connected.

The conduit 26 is curved, as at 33, and the horizontal extension 26'from the curve,

contains an automatically operable CllQClE valve 34:. The valve 34 ispivoted, as at 35, and is normally closed, by effect of gravity, asclearly shown in Fig. 3. A perforation 36 passes diagonally through thevalve 34, and when the valve is in closed position, the aperture 36 isat an angle of about 15 degrees from the axis of the conduit part 26 andas the valve 34; is being opened, the axis of the perforation 36,gradually approaches parallelism with the axis of the conduit 26.

N ow when the engine is operating slowly, and the quantity of the aircoming through the conduit 26 and 26 is relatively small. a sufiicientamount may pass through th ori fice or perforation 36, but if there is atendency of the air to increase its velocity, it will impinge moreforcibly upon the wall 3'7, of the opening 36, which is inclined fromthe natural path of the air, and open the valve 34 substantiallyproportional to the s eed of the en ine until the ooenin of b 7 g l theport, normally closed the valve 34,

will increase the volunie'or mass of air passing through the valveport,opened by the valve,-thereby maintaining the velocity substantiallyconstant, and therefore with constant velocity, more complete anduniform pulverization of the fuel charge will be accomplished. Thetendency of the air, coming through the chambers 38 and 39, is to movein straight lines and, therefore, the resistance offered by the obliquewall 37 of Having described my invention what I claim is An air intakefor internal combustion engines having in combinative association, aconduit, for connection at its discharge end to the inspiration port ofa carbureter; a stove, at its other end, for location adjacent theexhaust manifold oftheengine to heat the incoming air, said conduithaving a port between the stove and its discharge end; an

inwardly openingvalve for said port to control the proportion of hot andcold airentering the conduit by restricting the conduit, and a gravityoperable, perforated valve in the conduit, to automatically maintainconstant the velocity of the air supplied to the engine, through theoperation of the first mentioned valve, under different conditions ofspeed of the engine. 1 2. An airintake, for internal coinbustio engineshaving in combinative association, a conduit, for connection at itsdischarge end to the inspiration port of a carbureter; a valve in saidconduit, normally closed, adapted to be automatically opened by incomingair and having an air inlet opening, the axis of which is at an angle tothe normal path of the incoming air, whereby to open the valve byincreased velocity of the air. An air intake for, internal combustionengines having in combinative association, conduit, for connection atits discharge end to the inspiration port of an engine; a gravityoperable valve in said conduit adapted to be opened by the incoming air;and a port through said valve, the axis of which is at an angle to thenormal path of the air and which approaches parallelism with said pathas it is moved towardopen position.

in testimony whereof I hereunto subscribe my name.

RICHARD ABRAM.

